485:
896:
the following data: – The KAISER FRIEDRICH was the property of the firm of F. Schichau, and in spite of her built as a high speed passenger steamer, requiring a good quality of coal, the
Norddeutscher Lloyd mostly gave her a very inferior coal – besides, many of the stokers had no previous experience. Under these circumstances it could not give surprise that the KAISER FRIEDRICH was not able to develop her full speed, and there was no other way for the firm of F. Schichau but to withdraw its steamer and give her into other hands. The KAISER FRIEDRICH will make her next voyages under the flag of the
212:
158:
128:
38:
1446:
868:
574:
1090:
2547:
2530:
2542:
2522:
613:'s family and their respective coat of arms. The walls were painted in a shade of ivory, adorned by gold ornaments, while the carpets were all red. The most prominent feature though was the ship's promenade deck, especially in the first class areas where the deck was open so as not to obstruct the view and extended along the highest point of the ship's admit for 100 meters. The ship was also equipped with smoking lounges, bars, music room and a library.
1409:
rounding the Cape Malea on to
Piraeus and from there through the Kea Channel to the Thessaloniki port. At this point Greece, until the declaration of war against the combined German, Austro-Hungarian, Bulgarian and Turkish forces on 25 November 1916 by the Eleftherios Venizelos government, had remained neutral and any actions on its territory and seas was the case, at least theoretically, among those forces engaged in the war.
99:
199:
144:
121:
519:, Germany. The goal of cementing their control of the Blue Riband was built into the terms of the contract NDL signed with Schichau. The specifications demanded a speed of at least 22.5 kn (41.7 km/h; 25.9 mph) for at least six hours and a guaranteed minimum speed of 21 kn (39 km/h; 24 mph), figures intended to ensure that transatlantic trips would not exceed six days.
536:, whose fumes were exhausted through three large funnels. The entire plant was designed to generate 28,000 shp (21,000 kW) at full power. Contrary to common shipbuilding practices of the era, the engineers placed the engines slightly forward, between the second and third boilers. The boilers were grouped into three separate watertight compartments.
891:, extensively analyses the underlying facts and causes. The general manager of F. Schichau, vigorously objected to the court decision, claiming that the culprit was the poor quality of coal used as fuel by the NDL. On 7 August 1899, he wrote a letter to the Chief Editor of the renowned magazine "The Marine Engineer", which reads:
1492:, "torpedoed on November 14, 1916 in the Zea Canal, aborted after having cannoned the enemy's periscope until the last minute. His (referring to Capt. Rolland) crew gave a fine example of energy and self-sacrifice." Based on this position and the account of Cdr Rolland in the official report of the incident, that
1429:, Greece, a midship explosion blasted on the starboard side which flooded the engine area. While the ship had taken a 4 degrees list and the captain hoped that she will sink within 20 minutes, later on the situation changed as the water penetrated into the second boiler room ahead of the engines. The list of SS
1168:
was a beautifully built ship, with a service speed perfectly satisfactory to meet the requirements of most shipping routes, the negative reputation which had been created around her name, as well as her failure to fulfill the purpose for which she had been built, caused her abandonment and eventually
812:
s removal from their fleet would cause, and also because the NDL did not want to return a ship 38% owned by them to the manufacturers, they patiently decided they would give
Schichau's engineers yet another chance to finally put it right. Eight more transatlantic trips followed, the shortest of which
694:
The journey had started off well, but very quickly the bad weather and a number of mechanical problems significantly reduced the speed of the ship. Afterwards, the left engine ceased operating for 20 hours and 26 minutes, shortly followed by the right engine, which stopped running for 11 hours and 42
665:
where it underwent some "structural adjustments" whose principal objective was to improve the speed. The ship remained for several days in the dry dock yards "Prince of Wales", during which time the length of its two propeller blades was shortened by 30 cm. On 1 June 1898 the ship sailed back to
597:
All the 180 first-class and 111 second-class cabins were placed on higher decks, offering their occupants remarkable views. Some of the first-class cabins were also convertible into large seating areas. In addition to the 420 crew, the ship could accommodate 1,350 passengers out of which 400 in first
1272:
had taken longer than initially planned resulting in delayed delivery of the ship. Which was supposed to become operational on 22 September 1912. Realizing that under the circumstances Sud-Atlantique would not be able to fulfill the terms of the contract signed with the French
Government, decided to
1183:
to meet the term of the contract with NDL, which explicitly required that the vessel would reach the speed of 22 knots, was detrimental to the image of F. Schichau shipyards. Although the
Norddeutscher Lloyd had ordered the construction of five new ships of around 6,000 GRT from the company to cover
895:
Dear Sir, In your esteemed journal of 1 August, page 207, you write that the KAISER FRIEDRICH has been withdrawn by the
Norddeutscher Lloyd from service and returned to her builders. This not being the fact, I request you kindly to rectify it, in the next issue of your esteemed journal, according to
657:
Since both companies had titles of ownership of the ship, one can say with certainty that they were both interested in finding a solution for the speed problems. The fact that the larger share of ownership, 62% belonged to F. Schichau, which at that point was trying to penetrate the global shipping
1336:
s enormous coal consumption, had led the Sud-Atlantique to the conclusion that the relation between the high operation cost of this lavish ship and the earnings derived was not profitable for the company. Nevertheless, Sud-Atlantique had to wait further until the delivery of the new ships they had
770:
to New York City, where she arrived after 6 days and 12 hours on 21 September 1898, traveling at an average speed of 19–20 knots. The corrections made by F. Schicha's engineers slightly improved the ship's speed performance, but not enough to cover the most important term of the contract which had
1404:
begins the fourth and last period of the history of the ship. The problems faced by the previous owners, namely the companies
Norddeutscher Lloyd and Compagnie de Navigation Sud-Atlantique, primarily among these being the heavy consumption of coal fuel, seems not to play a significant role during
1361:
is shown with its hull painted white, which coincided with the ship's "white period", a phase when she had first begun her career under the ownership of Cie Sud-Atlantique; on other photos the hull is painted black with a white strip around the gunwale. The latter refers to the second half of the
1353:
served the southern
Atlantic line, she evolved into a rather distinguished persona of maritime communications between mainland France and South America. To this day, one can find post cards of Sud-Atlantique with the ship's photograph in many private collections that the emigrants were sending to
1260:
was converted at the Blohm & Voss shipyards in
Hamburg. In addition to the changes done in the layout and allocation of lodging space, adjustments were also made to the basic ship systems, such as fitting of new boilers. Moreover, the ship was painted white with Sud- Atlantique's coat of arms
1223:
remained mothballed in the harbor of
Hamburg until 1910. This was a period when a newly formed Norwegian company, the Norwegian American Line (Norske Amerikalinje), was experiencing difficulties in trying to raise the initial capital essential for its establishment. The F. Schichau Company made a
1408:
From 1915 to 1916, up to her time of sinking, the ship continued to carry troops to the Dardanelles and Thessaloniki, which was the base of the Entente allied forces. The route followed from Toulon passing south of Sardinia and Sicily, and with a first stop in La Valletta, Malta, continuing and
713:, New York City, where it arrived on 16 June 1898. Further hours of delay were added to its already poor time count, since the ship had to stay outside the New York City harbor and wait for entry allowance because of the mines that were placed to guard the harbour after the outbreak of the
636:
Upon the ship's arrival at the port and due to its poor performance with respect to the low speed she had achieved during the trials, the NDL categorically denied receiving the ship, adhering strictly to the explicit terms of the contract. Only after F. Schichau had confirmed that he would
690:
under the helm of an experienced NDL captain, Ludwig A. Störmer. The next day, on 8 June 1898, the ship's first transatlantic trip to New York City commenced, carrying 209 passengers in the first and second classes, and 183 in the third, of which the majority were immigrants.
1476:
and were transported that same afternoon to Piraeus port. Later they were transferred on board the French flagship, Battleship Provence, and first aid services were provided. According to eyewitness reports, the statement by the commanding officer of the auxiliary cruiser SS
1433:
increased and the captain ordered to abandon ship. Immediately the crew, under the supervision of the captain, the chief engineer and the second officer Mercier, launched the lifeboats in the water and abandoned the ship. 15 minutes after the "abandon ship" order was given,
1481:, Lt. Cdr François Rolland, there was only a single loss of the young engineer Nicolas Losco. (Losco, 22 years old, born on 22 November 1893 in Marseilles, France, died from burns which he suffered after a steam pipe burst in the boiler room at the time of the explosion.)
695:
minutes. Fortunately for the passengers and the crew, the engines halted separately, not simultaneously. The cause of mechanical problems was later considered by ship specialists to be overheating of bearings or as it was formally stated in The Marine Engineer Magazine
1348:
embarked on her second trip. This time she had managed to remain on track without any major problems, apart from grounding in a sandy shore of the river Garonne at the port of Bordeaux, following the dragging of the ship's anchors. Over the short period of time that
1425:, France, for loading more troops and war materials. Captained by Cdr François Rolland and the chief engineer Auguste Richard. The next day, 14 November 1916, at 10:45 in the morning, while the ship was about 2 nautical miles (3.7 km) southwest off
825:
back to its manufacturer on a formal ground that the ship did not cover the term of the contract which set its service speed at 22 knots. At the same time NDL ordered a new ship, bigger and faster but with the (tested) specifications same as those of SS
633:, the home port of Norddeutscher Lloyd. During the sea trials, the engineers of NDL, which were present on board, discovered with disappointment that even with the greatest of efforts she could only reach the speed of 20 knots and by no means exceed it.
1288:, where she was welcomed with great enthusiasm, considering that she was the largest and fastest ship in service at the South Atlantic at the time. She would maintain this honorary title for a whole year. On 26 September 1912, the inclusion of SS
783:
for corrections and repairs, always with the aim to increase its service speed. In addition to installing new air pumps in the engine and boiler rooms, the three funnels were extended by 4.5 meters resulting in a noticeable change in appearance.
658:
market, combined with the explicit terms of the contract that made the return of the NDL ship not only possible but also likely in case it deviated from the terms of agreement, brought F. Schichau in a rather difficult and defenseless position.
1243:
In March and April 1912, Sud- Atlantique was indispensable to acquire a large, fast and impressive ship, which would reveal the aspirations of the company and stress its authority. They found all which had been looking for in the SS
1163:
where she arrived in November of that year; the ship was subsequently returned to her owner F. Schichau who in turn decommissioned her, remaining mothballed at the port of Hamburg for the next 12 years. Despite the fact that SS
1202:
is the fact that in a commemorative album called "Die Schichau-Werke in Elbing, Danzig und Pillau 1837–1912", which F. Schichau issued in 1912 to celebrate the company's 75th anniversary, there is no reference whatsoever about
953:
This shortage of ships became a tremendous opportunity for German and French maritime companies, ready to reap enormous profits by covering the gap. HAPAG was the first to try to exploit this opportunity, but the absence of SS
946:. This sale created a gap in the company's transatlantic fleet at a time when business was thriving, as the second wave of mass immigration to America had reached its peak. Furthermore, because of the Spanish-American and the
1486:"The Captain, although he realized that the ship was sinking, he ordered his gunner to open fire against a submarine, her periscope still visible. Thus about 15 cannon rounds were fired, but is unknown if they hit the target"
1381:
and the general mobilization, which France declared on 3 August 1914, many ships of the merchant fleet were commandeered by the French government. Among them were also ships of Compagnie de Navigation Sud-Atlantique. SS
1023:
to New York City. This departure marked the beginning of the most stable and successful period of the liner's operating life, since HAPAG was not interested in breaking speed records and since taking delivery of SS
778:
had sailed by the end of travel season in December 1898, the speed remained at these levels without significant change. In the winter of 1898–99 the ship remained for three months at Schichau's shipyard in
1121:
participated in several rescue operations rendering crucial assistance. The newspapers of the time, as well as the official shipping records, make explicit references about the heroism of her crew.
1314:
Although the trip had gone on uneventfully, during its return the ship experienced some mechanical problems which resulted in dry docking for additional repair work as soon as she had arrived in
1405:
this period since the French government used every available vessel to support its military actions in the Balkan war theater, and certainly issues of fuel economy was not in its priorities.
1184:
the Australian and Far East Lines and perhaps with the aim to alleviate the tension caused by their legal battle, the first large order from HAPAG was placed only about 10 years after the
1248:, which they purchased from the F. Schichau on 1 May 1912 for 4,000,000 French Francs, an amount considered to reflect one third of the ship's actual value. The ship was renamed SS
795:
lighthouse, after the ship had lost two blades from its propellers, extinguished the last bit of hope that the ship with any new changes would ever approach the 22 knot threshold.
661:
In order to preserve the prestige of the company, it was essential that a solution should be found, a solution satisfactory to all. The first step involved sending the ship off to
1514:
The wreck lies close to Kea's harbour and lies upright on the seabed, depth is 60 meters at the deck. The wreck is on the opposite side of Kea from the wreck of the hospital ship
720:
The next day, the NDL hosted a press conference in the ship's foyer, which was attended by media representatives, shipbuilders, engineers and ship-owners. As publicized by The
1240:
active again. Her salvation was called Compagnie de Navigation Sud Atlantique and came from France in 1912, marking the beginning of the third period of the ship's history.
1496:. The French Government awarded in 1919 to Cdr François Rolland, to the second officer Ernest Mercier, to the Chief Engineer Auguste Richard and to other members of the SS
1397:
was designated as an auxiliary cruiser and equipped with Q.F. Firearms and four 140 mm caliber (5.5 inches) cannons, which were placed in pairs, at the bow and stern.
1019:, mainly for increasing the number of cabin passengers, as well as its cargo capacity. At the start of the new travel season, on 30 March 1900, the ship set off from
1252:, in accordance with the practice of Sud-Atlantique to give its ships ancient Latin names such as Lutetia for Paris, Gallia for France and Burdigala for the city of
1393:
as a simple troop carrier in service from the French Mediterranean city of Toulon to the Dardanelles and to Thessaloniki port in northern Greece. In December 1915
1502:
342:
Five cylinder reciprocating steam engines (with cylinder diameter of 109.22 cm, 162.56 cm, 233.68 cm, 2 x 236.22 cm), with quadruple expansion
2584:
1132:
to New York City. Within few months she had won the Blue Riband speed trophy, reaching an average speed of 23 knots, thus taking the lead away from NDL's SS
1117:, which was not completely burned but had suffered major damages. It was a tragic incident with many victims and enormous financial losses. During the fire,
1236:, preferring to await the completion of ships they had already ordered. Two more years had passed before a solution was found, a solution that finally made
950:
in South Africa, a number of American and British ships had been pulled out of the North Atlantic route, creating in turn a considerable void in shipping.
697:"the failure of the slide valves to work smoothly and to the breakage of studs on the air pump brackets, so that a proper vacuum could not be maintained".
1629:
1563:
1169:
a misfortune that she most likely did not deserve. It was the first time -with the exception of the tragic first sailing and the subsequent ill fate of
2269:
958:
had been evident given, that its three major ocean vessels could not satisfy the increased demand. In order to fill this gap, while waiting to add the
2589:
759:
for repairs, always with the aim to improve her speed limit to exceed 20 and reach 22 knots. On 4 September 1898 the ship was given back to the NDL.
1224:
proposal to Norske to become a shareholder, promising to provide them with the capital they needed to survive, if they would agree to purchase the
988:
embarked on its first transatlantic voyage under the HAPAG colors with a red flag and the City of Hamburg coat of arms on her bow, departing from
821:
After all Norddeutscher Lloyd's patience had been worn off, on 27 June 1899, during the ship's return from New York City, the company returned SS
875:
Immediately after the delivery of the new ship, a long legal battle between the NDL and the Schichau Company had begun, which ended in 1908 with
425:
never achieved the necessary speeds. After a short career with NDL and an equally short period of service with NDL's main German competitor, the
1065:
seemed to have found her appropriate home fleet, as she was traveling at speed levels equal to those of HAPAG's other ocean liners, such as the
1232:, in honor of the Icelandic explorer of the 10th century. Unfortunately for Schichau, at the last minute Norske decided not to purchase the
609:
and the surrounding walls dominated by the hanging Caryatids representing the art and sciences and decorated with painted panels portraying
1273:
charter the SS Atlantique from the Messageries Maritimes, with which the company finally managed to make its first scheduled trip on time.
1000:
but without damage. Soon after her return to Europe a second passage on the same route followed, which ended with the ship's homecoming to
748:. Given the very low average speed of 15 knots and a new set of mechanical problems which arose again during her return, the NDL cancelled
1261:
decorating the funnels- a red cock, symbol of ancient Gaul, since the Latin name for the cock is the same as the name for Gaul, Gallus.
841:
trophy two years later in 1902, reaching the average speed of 23.09 knots. Until the delivery of this new ship, which bore the name of
594:, in terms of interior design and lavishness she was much more sophisticated, with a harmonious blend of high quality and good taste.
1147:'s fleet they would proceed with the ship's purchase, HAPAG had other plans and decided to expand its fleet by building new ships.
1622:
1292:
in the fleet of Cie de Navigation Sud-Atlantique was celebrated with a luxurious dinner on board. Nine days later on 5 October,
2262:
434:
2614:
1207:. Only after a couple of years in the company's history book did a small reference of the ship appear, under her new name SS
511:), thereby claiming the Blue Riband for Germany. Soon thereafter, the company ordered a second "Atlantic greyhound" from the
1369:
was decommissioned and she remained mothballed yet again at the port of Bordeaux until the breakout of the First World War.
813:
was 6 days, 22 hours and 30 minutes which finally and irrevocably classified the ship as belonging to the 19 knots class.
484:
2609:
2550:
2546:
2284:
17:
2541:
2537:
1615:
526:
2255:
1046:
Over the next seven months, the ship had completed eight full transatlantic trips (Europe-America and back), between
598:
class, 250 in second and 700 passengers in third-class. Like the most sumptuous transatlantic ships of her time, the
81:
59:
726:"The Kaiser Friedrich – The Fine Big Steamship Makes Her Maiden Trip in Over Seven Days – Engines Easily Overheated"
52:
2619:
1821:
787:
With the start of the new season, the mended ship set off to its first transatlantic voyage in the year 1899, from
2569:
2170:
1765:
1567:
1693:
850:
610:
489:
176:
1488:. The official position of the French Government as submitted by 15 October 1919 which mentions that the SS
2579:
2504:
2386:
1733:
589:
496:
403:
that sailed built for NDL before then serving under HAPAG and subsequently CGT.. The ship was built as the
1136:. HAPAG's dynamic entry into the higher class of transatlantic shipping, also meant the termination of SS
1228:. The proposal was accepted and the agreement reached a point where Norske gave the ship the name of SS
1066:
2533:
2529:
2525:
2521:
2517:
2098:
1836:
1080:
1717:
1143:
s charter. Although the F. Schichau company had hoped, that after her successful integration into the
728:, the average vessel speed during its first transatlantic crossing was 17.73 knots, pointing out that
2594:
2407:
2338:
2247:
2023:
1362:
year 1913, when the decision was made for all Cie Sud-Atlatique's vessels to be painted in this way.
791:
to New York City on 5 March 1898. The crossing, which took 7 days and 40 minutes before reaching the
2599:
2311:
1773:
1354:
their home countries to let their families know that they had arrived safely at their destination.
1211:, as a memory of the F. Schichau's lost opportunity to truly play a part in the worldwide shipping
1050:
and New York City, out of which most of the eastbound crossings took less than 7 days to complete.
943:
714:
46:
1198:
Characteristic for the tarnished reputation and the financial damage caused by the failure of the
2106:
1189:
1176:, that the possession of a ship of such class was considered by many as an "unnecessary luxury".
1110:
744:
set off on her return voyage, without passengers, which lasted 9 days, 2 hours and 30 minutes to
1484:
It was speculated that the ship didn't hit a mine but was torpedoed, according to an eyewitness
429:(Hamburg America Line, or HAPAG), the ship was mothballed for a decade. After being sold to the
417:
shipping line. Designed to break the speed record for a transatlantic liner and thereby win the
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1868:
1470:
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556:
316:
63:
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996:. Towards the end of the journey, the ship went off course and ran aground near the coast of
959:
947:
555:(like some other German steamers of her time) was designed and constructed to operate as an
2436:
2130:
2059:
1852:
1805:
1789:
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1749:
1144:
920:
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8:
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1639:
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410:
1494:"the submarine dived immediately and the periscope disappeared soon after its detection"
637:
significantly improve the ship's speed and performance did the NDL agree to include the
2295:
1876:
1128:, built by the A.G. Vulcan shipyards, made its maiden voyage under the HAPAG flag from
935:
551:
were distinctive, as was the ship's curvilinear bridge. In addition to these features,
1757:
2492:
2427:
2320:
2162:
1956:
1828:
1322:
had remained inactive, Cie Sud-Atlantique was forced to replace the ship with the SS
842:
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from the Schichau Company and include it immediately in its express line connecting
98:
2417:
2210:
2066:
1900:
1892:
1844:
1725:
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that drove two three-blade propellers. These five-cylinder engines were fed by ten
2365:
2354:
2226:
2154:
2122:
1932:
1669:
1661:
1378:
1101:
On 30 June 1900, after her fourth passage, the ship arrived at the HAPAG quay at
1016:
2240:
1. Ordered by Norddeutscher Lloyd, captured incomplete by Allied forces in 1945.
1445:
2395:
2202:
2007:
1991:
1677:
1607:
1515:
884:
880:
867:
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512:
1057:
s best performance was recorded during its journey back from New York City to
755:
s next two scheduled trips and the ship was sent to F. Schichau's shipyard in
701:
The result was disastrous: it took 7 days, 10 hours and 15 minutes for the SS
2563:
1256:, which was its base. According to maritime history expert Arnold Kludas, SS
993:
211:
157:
1589:
1061:, in August 1900, which lasted 6 days and 11 hours. According to the press,
502:
with the goal of breaking the North Atlantic speed record (then held by the
2304:
2186:
2178:
1860:
1543:
German and Austrian U-boats of World War I - Kaiserliche Marine - Uboat.net
1426:
1418:
1297:
469:
448:
1538:
1983:
1438:, broke in two by a second explosion and sank off the northwest coast of
1300:
as its final destination, flying the flag of Sud-Atlantique on her mast.
1020:
1001:
989:
974:
838:
788:
767:
745:
706:
687:
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in the event of war, being intended to serve as an ancillary unit in the
507:
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418:
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305:
923:)" marked the beginning of the second chapter of later to be renamed SS
2331:
2218:
2194:
2082:
1908:
1454:
1450:
1439:
1337:
ordered before being in a position to withdraw the cost-ineffective SS
997:
900:. Reiterating to you in advance my best thanks for this rectification,
606:
548:
544:
465:
2277:
1089:
2146:
1813:
978:
732:, as the average speed had been lowered due to mechanical problems.
543:
had cost ÂŁ525,000, surpassing by far the initial budgeted cost. The
2470:
2452:
2343:
1685:
1315:
1285:
1253:
1159:
departed for her last transatlantic crossing from New York City to
1058:
1047:
350:
Twin three-bladed bronze propellers, with a diameter of 6.19 meters
203:
2463:
1281:
1160:
1129:
1012:
970:
459:
414:
286:
1214:
2446:
2138:
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during which many of NDL's ships were destroyed, among them SS
780:
756:
683:
626:
533:
516:
473:
456:
452:
430:
216:
198:
143:
1188:, in 1908, who ordered a middle-class 16,300 GRT vessel named
1015:
where repairs were undertaken by the well-known shipyards of
930:
In 1898 HAPAG had sold one of its oceangoing ships, the SS
641:
in its fleet, planning its first transatlantic voyage from
1086:, while offering a more luxurious and sophisticated stay.
879:'s victory. The press of the time, from both sides of the
547:
design, coupled with relatively low freeboard and a long
621:
The construction work was completed in May 1898 and the
883:, was widely involved in this unprecedented event. The
605:
s main dining and living rooms were lit by extravagant
584:
Although in terms of the technical characteristics the
525:, built by Schichau as Number 587, was powered by two
919:
will make its next journeys under the flag of HAPAG (
730:"nobody knows the actual maximum speed of the vessel"
427:
Hamburg-Amerikanische Packetfahrt-Aktien-Gesellschaft
1035:
915:
The announcement by F. Schichau Shipyards that "the
2278:Shipwrecks and maritime incidents in November 1916
1326:, a ship they had chartered from the French Line.
1150:
1109:were also located. Her arrival coincided with the
625:embarked on its maiden voyage on 12 May 1898 from
934:, to the Spanish government which was used as an
735:
2561:
1637:
1032:was deemed more than sufficient by the company.
1417:On 13 November 1916 the ship sailed empty from
887:in their article dated 28 June 1899, captioned
771:set the service speed of the ship at 22 knots.
766:embarked on her second transatlantic trip from
724:in an article dated 17 June 1898 and headlined
2585:Ships sunk by German submarines in World War I
798:Because the NDL did not own any other ship of
2263:
1623:
1566:. keadive.gr. 7 November 2009. Archived from
1386:was called for war service on 18 August 1914
1303:
1276:After completion of the restoration work, SS
1215:Inactive years and purchase by Sud-Atlantique
539:By the end of her completion, the 21,000-ton
455:, the liner struck a mine laid by the German
965:into its fleet, HAPAG decided to charter SS
673:
442:
186:Compagnie de Navigation Sud-Atlantique (Csa)
2270:
2256:
1630:
1616:
1264:The extensive repairs and upgrading of SS
860:), which sank in October 1904, during the
479:
1179:There is no doubt that the failure of SS
82:Learn how and when to remove this message
2590:World War I shipwrecks in the Aegean Sea
1444:
1088:
866:
649:and from there onward to New York City.
572:
483:
45:This article includes a list of general
910:
830:, by the A.G. Vulcan. The new ship was
14:
2562:
1469:were rescued by the British destroyer
1296:had set off on its first journey with
845:son, the NDL temporarily replaced the
616:
495:Norddeutscher Lloyd first ordered the
435:Compagnie de Navigation Sud-Atlantique
2251:
1611:
1389:The French government initially used
1124:In July 1900, the eagerly awaited SS
117:
1536:
906:Yours very respectfully F. Schichau
568:
31:
1377:Immediately after the start of the
24:
1582:
1556:
1530:
334:19.4 metres (63 ft 8 in)
326:183 metres (600 ft 5 in)
51:it lacks sufficient corresponding
25:
2631:
1539:"Ships hit during WWI: Burdigala"
816:
2545:
2540:
2528:
2520:
1028:was soon expected, the speed of
774:Over the next three journeys SS
705:to cover the classic route from
210:
197:
156:
142:
126:
119:
97:
36:
1564:"The sad story of SS Burdigala"
1151:Hamburg-America Line's farewell
805:s size, to cover the gap which
652:
1372:
736:Return home and future voyages
13:
1:
1523:
1400:With the commandeering of SS
1007:During the winter 1899/1900,
2615:Ships of Norddeutscher Lloyd
1329:This fact combined with the
837:, which claimed and won the
490:German Emperor Friedrich III
7:
1318:. For the time that the SS
889:"Kaiser Friedrich Rejected"
682:began its sea journey from
530:reciprocating steam engines
437:, it re-entered service as
10:
2636:
2610:Maritime incidents in 1916
1412:
2515:
2483:
2283:
2238:
2051:
1968:
1735:Kaiser Wilhelm der Grosse
1646:
1500:crew, the medal of honor
1442:to a depth of 70 meters.
1357:On some of these photos,
1134:Kaiser Wilhelm der Grosse
1115:Kaiser Wilhelm der Grosse
871:Kaiser Wilhelm Der Grosse
828:Kaiser Wilhelm der Grosse
674:Maiden voyage to New York
591:Kaiser Wilhelm der Grosse
499:Kaiser Wilhelm der Grosse
488:The ship was named after
296:
112:
96:
1509:
1344:On 10 November 1912, SS
740:On 25 June 1898, the SS
229:Ferdinand Schichau Werft
2620:Ships built by Schichau
1838:Prinz Friedrich Wilhelm
1365:On 1 November 1913, SS
1004:, on 16 November 1899.
853:Kaiserin Maria Theresia
678:On 7 June 1898, the SS
480:Construction and design
297:General characteristics
66:more precise citations.
27:Ocean liner (1897–2016)
1823:Kronprinzessin Cecilie
1462:
1421:, Greece destined for
1098:
984:On 2 October 1899, SS
908:
872:
762:On 14 September 1898,
581:
557:armed merchant cruiser
492:
443:
2570:Ships built in Danzig
1807:Prinz Eitel Friedrich
1537:Helgason, GuĂ°mundur.
1448:
1111:great fire of Hoboken
1105:, where the docks of
1092:
948:Second Anglo-Boer war
893:
870:
576:
487:
285:Sunk by mine laid by
219:, Germany (1898–1912)
1592:. wrecksite.eu. 2001
1465:The survivors of SS
1449:The channel between
1155:In October 1900, SS
1145:Hamburg America Line
944:Spanish–American War
921:Hamburg America Line
911:Hamburg-America Line
903:I remain, dear Sir,
898:Hamburg America Line
862:Russian-Japanese War
715:Spanish–American War
611:Kaiser Friedrich III
588:was inferior to the
206:, France (1912–1916)
177:Kaiser Friedrich III
2580:Ships sunk by mines
1711:Friedrich der GroĂźe
1640:Norddeutscher Lloyd
1107:Norddeutscher Lloyd
1103:Hoboken, New Jersey
981:and New York City.
877:Norddeutscher Lloyd
843:Kaiser's Wilhelm II
617:Short maiden voyage
527:quadruple-expansion
411:Norddeutscher Lloyd
18:SS Burdigala (1897)
2339:Chester A. Congdon
1463:
1099:
873:
582:
562:Kaiserliche Marine
493:
292:, 14 November 1916
2557:
2556:
2245:
2244:
1854:George Washington
1791:Kaiser Wilhelm II
1783:Kronprinz Wilhelm
1570:on 4 January 2016
936:Auxiliary cruiser
834:Kronprinz Wilhelm
569:A floating palace
441:. In 1916, while
391:
390:
105:Burdigala in 1912
92:
91:
84:
16:(Redirected from
2627:
2595:Ships of Germany
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1743:Kaiser Friedrich
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1534:
1503:Ordre de l'Armée
1341:from its fleet.
1335:
1310:s further career
1309:
1266:Kaiser Friedrich
1246:Kaiser Friedrich
1238:Kaiser Friedrich
1234:Kaiser Friedrich
1226:Kaiser Friedrich
1221:Kaiser Friedrich
1205:Kaiser Friedrich
1200:Kaiser Friedrich
1186:Kaiser Friedrich
1181:Kaiser Friedrich
1166:Kaiser Friedrich
1157:Kaiser Friedrich
1142:
1138:Kaiser Friedrich
1119:Kaiser Friedrich
1095:Kaiser Friedrich
1083:Augusta Victoria
1063:Kaiser Friedrich
1056:
1052:Kaiser Friedrich
1042:s further career
1041:
1037:Kaiser Friedrich
1030:Kaiser Friedrich
1017:Blohm & Voss
1009:Kaiser Friedrich
986:Kaiser Friedrich
967:Kaiser Friedrich
917:Kaiser Friedrich
847:Kaiser Friedrich
823:Kaiser Friedrich
811:
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804:
800:Kaiser Friedrich
776:Kaiser Friedrich
764:Kaiser Friedrich
754:
750:Kaiser Friedrich
742:Kaiser Friedrich
703:Kaiser Friedrich
680:Kaiser Friedrich
639:Kaiser Friedrich
623:Kaiser Friedrich
604:
600:Kaiser Friedrich
586:Kaiser Friedrich
579:Kaiser Friedrich
553:Kaiser Friedrich
541:Kaiser Friedrich
523:Kaiser Friedrich
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406:Kaiser Friedrich
374:250 Second Class
368:1,350 Passengers
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191:Port of registry
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1992:
1984:
1976:
1969:Cargo liners
1957:
1949:
1941:
1933:
1928: (1935)
1925:
1920: (1934)
1917:
1909:
1904: (1928)
1901:
1896: (1928)
1893:
1885:
1880: (1924)
1877:
1869:
1864: (1914)
1861:
1853:
1848: (1908)
1845:
1837:
1830:Prinz Ludwig
1829:
1822:
1814:
1806:
1801: (1904)
1798:
1790:
1782:
1774:
1766:
1759:König Albert
1758:
1750:
1742:
1734:
1729: (1896)
1726:
1721: (1896)
1718:
1710:
1702:
1694:
1686:
1681: (1881)
1678:
1673: (1868)
1670:
1665: (1867)
1662:
1657: (1866)
1654:
1594:. Retrieved
1584:
1572:. Retrieved
1568:the original
1558:
1546:. Retrieved
1542:
1532:
1517:
1513:
1501:
1497:
1493:
1489:
1485:
1483:
1478:
1472:
1466:
1464:
1458:
1435:
1430:
1419:Thessaloniki
1416:
1407:
1401:
1399:
1394:
1390:
1388:
1383:
1376:
1366:
1364:
1358:
1356:
1350:
1345:
1343:
1338:
1330:
1328:
1323:
1319:
1313:
1304:
1298:Buenos Aires
1293:
1289:
1280:sailed from
1277:
1275:
1269:
1265:
1263:
1257:
1249:
1245:
1242:
1237:
1233:
1229:
1225:
1220:
1218:
1208:
1204:
1199:
1197:
1191:
1185:
1180:
1178:
1172:
1165:
1156:
1154:
1137:
1133:
1125:
1123:
1118:
1114:
1100:
1094:
1082:
1075:
1068:
1062:
1051:
1045:
1036:
1029:
1025:
1011:remained in
1008:
1006:
985:
983:
966:
961:
955:
952:
939:
931:
929:
924:
916:
914:
905:
902:
894:
888:
874:
857:
852:
846:
833:
827:
822:
820:
806:
799:
797:
786:
775:
773:
763:
761:
749:
741:
739:
729:
725:
719:
702:
700:
696:
693:
679:
677:
660:
656:
653:Improvements
638:
635:
622:
620:
599:
596:
590:
585:
583:
578:
560:
552:
540:
538:
522:
521:
515:shipyard in
506:
498:
494:
460:
449:Thessaloniki
439:SS Burdigala
438:
422:
409:in 1898 for
405:
404:
395:
393:
392:
315:12,480
288:
163:
149:
104:
78:
69:
50:
29:
2505:Deutschland
2220:Weserstrand
2052:Cargo ships
1918:Scharnhorst
1799:Scharnhorst
1655:Deutschland
1596:14 November
1574:14 November
1548:14 November
1473:Rattlesnake
1453:(left) and
1373:World War I
1324:La Gascogne
1126:Deutschland
1097:around 1900
1026:Deutschland
1021:Southampton
1002:Southampton
990:Southampton
975:Southampton
962:Deutschland
942:during the
927:s history.
856:(former SS
839:Blue Riband
789:Southampton
768:Southampton
746:Southampton
707:Southampton
688:Southampton
668:Bremerhaven
663:Southampton
647:Southampton
643:Bremerhaven
631:Bremerhaven
607:Chandeliers
508:RMS Lucania
419:Blue Riband
401:ocean liner
306:Ocean liner
277:7 June 1898
269:7 June 1898
261:12 May 1898
242:Yard number
166:(1898–1912)
152:(1912–1916)
64:introducing
2605:1897 ships
2564:Categories
2438:Minnewaska
2285:Shipwrecks
2228:Greifswald
2196:Weserstrom
1886:Berlin III
1703:Barbarossa
1524:References
1516:HMHS
1455:Makronisos
1192:Cincinnati
998:New Jersey
925:Burdigala'
793:Sandy Hook
711:Sandy Hook
549:forecastle
545:flush-deck
466:Aegean Sea
347:Propulsion
274:In service
47:references
2398:Britannic
2377:Burdigala
2355:HMS
2306:Connemara
2212:Weserberg
2204:Weserwald
2188:Gotenland
2092:Westfalen
1977:Wittekind
1926:Gneisenau
1638:Ships of
1518:Britannic
1498:Burdigala
1490:Burdigala
1479:Burdigala
1471:HMS
1467:Burdigala
1459:Burdigala
1436:Burdigala
1431:Burdigala
1402:Burdigala
1395:Burdigala
1391:Burdigala
1384:Burdigala
1367:Burdigala
1359:Burdigala
1351:Burdigala
1346:Burdigala
1339:Burdigala
1331:Burdigala
1320:Burdigala
1305:Burdigala
1294:Burdigala
1290:Burdigala
1278:Burdigala
1270:Burdigala
1258:Burdigala
1250:Burdigala
1209:Burdigala
979:Cherbourg
956:Normannia
932:Normannia
849:with the
413:(NDL), a
396:Burdigala
258:Completed
150:Burdigala
2502:17 Nov:
2445:30 Nov:
2435:29 Nov:
2425:28 Nov:
2415:27 Nov:
2405:26 Nov:
2394:21 Nov:
2384:19 Nov:
2374:14 Nov:
2180:Hannover
2060:TĂĽbingen
1985:Willehad
1878:Columbus
1862:Zeppelin
1316:Bordeaux
1286:Bordeaux
1268:into SS
1254:Bordeaux
1190:SS
1171:SS
1081:SS
1079:and the
1076:Columbia
1074:SS
1067:SS
1059:Plymouth
1048:Plymouth
960:SS
940:Patriota
881:Atlantic
851:SS
832:SS
497:SS
444:en route
363:Capacity
358:20 knots
250:Launched
237:ÂŁ525,000
204:Bordeaux
173:Namesake
2491:4 Nov:
2428:Moresby
2408:Suffren
2364:9 Nov:
2353:8 Nov:
2330:6 Nov:
2319:5 Nov:
2312:Yatagan
2303:3 Nov:
2293:1 Nov:
2108:Pommern
2076:Locksun
2017:Breslau
1993:Coblenz
1934:Potsdam
1870:MĂĽnchen
1413:Sinking
1282:Hamburg
1219:The SS
1161:Hamburg
1130:Hamburg
1013:Hamburg
971:Hamburg
534:boilers
464:in the
399:was an
312:Tonnage
226:Builder
113:History
60:improve
2418:Karnak
2333:Arabia
2296:Torero
2230:(1945)
2222:(1944)
2214:(1944)
2206:(1943)
2198:(1943)
2191:(1942)
2182:(1939)
2174:(1937)
2166:(1930)
2151:(1927)
2148:Ganter
2143:(1926)
2134:(1922)
2118:(1913)
2110:(1913)
2102:(1909)
2086:(1905)
2084:Hessen
2078:(1902)
2071:(1902)
2063:(1900)
2043:(1928)
2041:Alster
2035:(1900)
2033:Neckar
2027:(1899)
2019:(1901)
2011:(1900)
2003:(1899)
1995:(1897)
1988:(1894)
1979:(1894)
1960:(1957)
1958:Bremen
1952:(1954)
1950:Berlin
1944:(1953)
1942:Europa
1936:(1935)
1912:(1931)
1910:Neptun
1902:Bremen
1894:Europa
1888:(1925)
1872:(1923)
1857:(1908)
1846:Berlin
1841:(1907)
1832:(1906)
1817:(1906)
1809:(1904)
1794:(1902)
1786:(1901)
1777:(1900)
1769:(1900)
1762:(1899)
1753:(1899)
1745:(1898)
1738:(1897)
1727:Bremen
1713:(1896)
1705:(1896)
1697:(1890)
1689:(1886)
1647:Liners
1457:where
1423:Toulon
1072:, the
781:Danzig
757:Danzig
684:Bremen
627:Danzig
517:Danzig
474:Greece
457:U-boat
453:Toulon
431:French
421:, the
415:German
323:Length
217:Bremen
49:, but
2473:UC-15
2455:UB-19
2396:HMHS
2387:Rurik
2367:Balto
2346:UB-45
2156:Donau
2132:Taube
2124:Pfalz
2100:Falke
2025:Rhein
1815:BĂĽlow
1695:Spree
1687:Saale
1671:Donau
1663:Weser
1510:Wreck
1461:sunk.
1334:'
1308:'
1141:'
1055:'
1040:'
858:Spree
810:'
803:'
753:'
603:'
447:from
355:Speed
183:Owner
2534:1917
2526:1916
2518:1915
2495:U-20
2466:U-56
2357:Zulu
2323:U-20
2164:Akka
2116:Mark
2009:Main
2001:Köln
1679:Elbe
1598:2015
1576:2015
1550:2015
992:for
461:U-73
384:Crew
331:Beam
302:Type
289:U-73
282:Fate
234:Cost
136:Name
2493:SM
2471:SM
2464:SM
2453:SM
2448:Aud
2344:SM
2321:SM
2172:Ems
2140:Alk
1451:Kea
1440:Kea
1427:Kea
1284:to
1093:SS
973:to
709:to
686:to
645:to
629:to
470:Kea
451:to
394:SS
387:420
317:GRT
287:SM
245:587
162:SS
148:SS
103:SS
2566::
2469:,
2451:,
2342:,
2336:,
2309:,
1541:.
1506:.
1195:.
977:,
864:.
670:.
565:.
476:.
472:,
2271:e
2264:t
2257:v
1631:e
1624:t
1617:v
1600:.
1578:.
1552:.
107:.
85:)
79:(
74:)
70:(
56:.
20:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
